Issuu

Sustainable movement

9.4 Addressing development and travel in Exeter requires joined up thinking and aligned policies. The City Council is working with partners including Devon County Council as the local transport authority, East Devon, Teignbridge and Mid Devon District Councils, National Highways, Network Rail and bus and train operators to ensure we have consistent aspirations and approaches. This work with partners means that the content of the Exeter Plan, the Exeter Transport Strategy, the Exeter and Devon Countywide Local Cycling And Walking Infrastructure Plans, the Local Transport Plan 4, the Bus Service Improvement Plan and other strategies are consistent.

9.5 More specifically, a transport modelling process is currently being progressed by Devon County Council and National Highways to assess the transport impact of development in the wider area covering Exeter, East Devon, Mid Devon and Teignbridge. This will underpin a coordinated transport strategy for the Exeter catchment area, with the city at its core.

9.6 Policy STC1 on sustainable movement sets out an overarching approach to ensuring development and transport work together to achieve the ambition of being a net zero carbon city by 2030, support growth, improve accessibility and enhance the local environment. It identifies the importance of siting development in appropriate locations to minimise the need to travel and provide services and facilities close to where people live, then sets out a hierarchy which priorities active travel (walking and wheeling), public transport and shared mobility (for example car clubs and cycle hire) over traditional highway improvements for private car use. This will mean that in future, travelling by sustainable modes should be more attractive than travelling by car.

9.7 The focus on travel and health is shown through Exeter’s inclusion in a Sport England Delivery Pilot. The public face of this project is Live and Move, which is working with communities to improve health and wellbeing through small changes to people’s everyday lives and promoting more active lifestyles

9.8 All these strands come together and aim to achieve a goal of 50% of trips within the city being taken by active travel. This is a shared ambition with Devon County Council.

9.9 On a more strategic level, we also need to recognise the important role which Exeter plays as a gateway to the national transport network with the two mainline railways lines, trunk road network, bus and coach station and links to Exeter Airport in East Devon. Investments in these important networks will be required to maintain the role of the city as a regional hub. Thinking about the impact of aviation in terms of achieving net zero will be a significant challenge but will need to be recognised and addressed in the period up to 2041.

STC1: Sustainable movement (Strategic policy)

To help achieve a net zero city by 2030, to support the sustainable growth of Exeter and the wider area and to improve accessibility, health and the environmental quality of the city, the following outcomes will be sought from all relevant planning decisions and through joint working between the City Council, other authorities and stakeholders:

a. Delivering on the spatial strategy by supporting development in locations which minimise the need to travel;

b. Supporting the transport hierarchy by maximising walking, cycling, wheeling and public transport for the majority of everyday journeys and enabling low-car development where appropriate;

c. Providing for mixed use development which enables communities to access most of their daily needs on foot, or alternative inclusive mode, from their home;

d. Supporting a healthy, active city through the transport hierarchy by delivering a prioritised and integrated network of active, inclusive travel links to provide coherent, direct, safe, comfortable and attractive routes for walking, cycling, wheeling and emerging modes;

e. Achieving a reliable, low carbon, frequent and attractive standard of public transport within the city and to key destinations elsewhere throughout the day;

f. Enhancing choices for all through new forms of car use by expanding shared mobility and requiring its provision in, or contributions from, all major developments, supporting innovations in subscription travel services, significantly increasing provision for electric vehicles and enabling the provision of mobility hubs;

g. Supporting opportunities for sustainable waterborne transport and protecting the function of embarkation points to waterways;

h. Protecting and enhancing the function of Exeter as a strategic rail, bus/coach, road and air hub through investments in critical infrastructure and improvements to sustainable connections to these hubs;

i. Maintaining the transport function of the Exeter Ship Canal; and

j. Ensuring safe travel.

The transport hierarchy

9.10 Minimising the need to travel will be a vital part of creating attractive places, meeting our net zero ambitions and supporting healthy lifestyles. New development will need to be provided in a way which plays its part.

9.11 Policy STC2 explains how new development will need to consider transport to make it easier for people to walk, wheel or use public transport and shared mobility (e.g. by using car clubs) in sequential order.

9.12 Active travel and public transport provision will generally be prioritised over traditional highway improvements which provide additional road capacity. This will redress the balance between modes. In addition, transport provision will need to play a key role in placemaking.

9.13 There may be cases where highway improvements are required. This could include where improvements are needed to enhance highway safety and resilience, where highway improvements provide for sustainable modes and so minimise the overall number of car trips and where widened vehicle or additional access points are needed to provide direct access to a development site There may also be cases where localised junction enhancements and improvements to the trunk road network are required because development impacts cannot be avoided even when implementing sustainable transport improvements The safety and resilience of the trunk road network will be a key consideration.

STC2: The transport hierarchy (Strategic policy)

To help achieve a net zero city by 2030, to support the sustainable growth of Exeter and the wider area and to improve accessibility, health and the environmental quality of the city, development will be required to make high quality provision for the following in sequential order:

a. Active travel;

b. Public transport and shared mobility;

c. More sustainable forms of car use and electric vehicles

Highway enhancements will only be supported when they do not cause unacceptable harm to the local natural, built or historic environments, and:

a. They are necessary to improve highway safety;

b. They promote an overall reduction in car journeys;

c. They are required to enable access to a development site; or

d. Where severe development impacts on the transport network cannot be avoided by the active and sustainable travel investments proposed with the development.

Highway design will be expected to prioritise active and public transport.

Contributions towards additional or improved transport provision will be sought where necessary.

Active travel proposals

9.14 The Exeter Transport Strategy and Local Transport Plan 4 includes an ambitious aim for 50% of trips within Exeter to be made on foot or by cycle. On this basis, a series of specific schemes will be required to support walking and cycling meaning that active travel becomes a more attractive option.

9.15 Policy STC3 identifies a set of key proposals including the Exeter sections of long distance strategic trails. These reflect the importance of Exeter as the centre of a large travel to work area and the attractiveness of the city as a tourist destination. The Exe Estuary Trail linking Exeter with Dawlish and Exmouth, the Clyst Valley Trail

between Exeter, villages to the east and Killerton and the emerging proposals for the Boniface Trail towards Crediton are important strategic links for the city. The Boniface Trail is reflected in the Devon Countywide Local Cycling And Walking Infrastructure Plan.

9.16 Policy STC3 also includes a list of important routes identified as priorities in the Exeter Local Cycling And Walking Infrastructure Plan. These routes should link to wider projects to improve the street scene and public spaces, serve the strategic mixed use brownfield allocations in the Plan and provide access to other key destinations such the city centre, employment areas and schools to play a key role in providing a significant improvements to the cross-city network of pedestrian and cycle routes.

9.17 It is important to recognise that there are some significant barriers to walking and cycling in Exeter, which mean that routes are less direct, and journeys take longer. These barriers are roads, large junctions, the river and the canal. Improvements will be needed to overcome some of these barriers, whilst making the most of the river and canal in terms of active travel and waterborne transport. Improvements will also be made to support access to the Green Circle, which is a fantastic asset in bringing nature into the city and to the local population.

9.18 Beyond the large scale active travel projects identified in Policy STC3, smaller local measures are also important. The detailed design of cycle infrastructure in accordance with Government guidance LTN1/20, secure and enclosed cycle parking and drying spaces in buildings are all needed to widen the attractiveness of active travel. Travel planning will also be needed to support people in making sustainable transport choices as they move into new developments.

9.19 The design of developments themselves will also need to ensure that active travel is provided for comprehensively. Development should be designed at the outset to prioritise walking, cycling and wheeling and minimise driving speeds in accordance with approaches set out in the Government’s Manual For Streets and the Sport England Active Design Guidance. New development will also need to provide inclusive and accessible environments that take into account the needs of the whole community, including disadvantaged groups, those with disabilities, older people and people with children and buggies. The Healthy Streets principles will play a role here and should be taken into account when designing new developments and delivering new transport infrastructure. Policy D1 covering design later in the Plan is also relevant.

9.20 Active travel routes should be designed to provide appropriate lighting to encourage use throughout the day including mornings and evenings and during the winter, whilst ensuring that artificial lighting is designed, located and operates to avoid adverse impacts on wildlife. Looking more broadly, it is important to ensure that streets, footways and other walking routes are free from clutter and appropriately lit to make walking a more attractive option. The City Council, alongside Devon County Council, has signed up to the Clear Streets Charter to address issues caused by advertising boards, street furniture, charging points and bins and to promote engagement with people with visual impairments in the design of developments.

STC3: Supporting active travel (Strategic policy)

The City Council will work with other authorities and stakeholders to create inclusive, coherent, direct, safe, comfortable and attractive active travel environments through placemaking, enhancements to the public realm, street planting and biodiversity enhancements, improved air quality, use of water ways and the reduced dominance of cars in accordance with active design principles.

Active travel routes linking development with key destinations and community facilities will be supported.

The City Council will support the extension of a comprehensive active travel network including through improvements to:

a. Long distance routes including the Clyst Valley Trail, the Boniface Trail, the Exe Cycle Route and Exe Estuary Trail;

b. Strategic routes and core walking zones included within the Exeter Local Cycling and Walking Infrastructure Plan, to railway stations and routes alongside waterways;

c. Addressing severance challenges caused by the Strategic Road Network, the former Exeter bypass, Western Way, key junctions, railway lines, the River Exe and the Exeter Ship Canal, without compromising safety;

d. City centre streets, including the High Street, South Street, Fore Street, Southernhay, Paris Street, Queen Street, Sidwell Street, Summerland Street and Barnfield Road;

e. Routes to and including Heavitree High Street, Cowick Street and Magdalen Road; and

f. Links within the city to public rights of way and other routes which provide access to the surrounding rural areas.

Development proposals will be required to provide high quality infrastructure, facilities and multi-modal parking to prioritise active travel for all.

Major development proposals must:

a. Prioritise a dense and permeable network of coherent, direct, safe, comfortable and attractive active routes connecting into the wider active travel network;

b. Be designed so early phases of development are as close as possible to existing active travel routes and facilitate active travel;

c. Consider the potential to reflect and reinstate historic street patterns in the design and provision of active travel routes; and

d. Provide secure, enclosed parking or storage which can accommodate cycles, electric bikes, cargo bikes, adapted cycles, push chairs, mobility scooters and wheelchairs.

Parking for active travel modes must be located in easily accessible locations with natural surveillance and high quality access to active travel routes and must be prioritised over car parking with the exception of disabled parking.

Development proposals of more than 0.5 hectares of employment and commercial uses, and all development proposals which would employ more than twenty people, must provide appropriate numbers of showers and suitable drying space.

Parking for active travel should be provided in accordance with the adopted Sustainable Transport Supplementary Planning Document or any subsequent replacement.

Contributions will be sought towards new or improved active travel infrastructure in the city from the early phases of development.

Public transport

9.21 In addition to active travel, public transport will be vital to provide a real alternative to using the car, particularly for areas on the edge of the city where there are hills and for the elderly, families and the less mobile.

9.22 Compared to surrounding rural areas Exeter has a wider bus network with more frequent services, whilst the new bus station in the city centre has improved the passenger experience and vehicles have been upgraded. However, improvements to service reliability, frequencies, bus priority measures, the provision of electric vehicles and waiting infrastructure are all required to develop public transport further. Exeter is also important as a hub for long distance coach travel, with National Express, Falcon and Megabus all serving the city and wider area. This role should be safeguarded with improvements made to interchanges and stops, whilst bus services to Exeter Airport should be enhanced. The City Council will work with Devon County Council to improve bus provision through the Exeter Bus Service Improvement Plan and new development.

9.23 In addition to buses, Exeter benefits from an efficient and widespread rail network with two mainlines and two branch lines. There have also been considerable efforts made to improve the network in recent years, with high profile new stations provided at Newcourt and more recently at Marsh Barton. The network provides good rail access to many areas of the city, to the local area and national destinations. However, frequencies and station access require improvement and a new station at Hill Barton/Monkerton is part of the Devon Metro programme alongside an enhancement to the gateway role of St David’s station The ongoing roll out of the Devon Metro concept will continue to provide enhancements in future.

9.24 Policy STC4 promotes a number of public transport improvements. For buses, these include strategic bus improvements on the main corridors into the city, the provision of electric vehicles and park and ride / park and change facilities. These are included in the Exeter Bus Service Improvement Plan. Projects could include improvements to infrastructure (such as additional highway space for buses, bus priority measures, bus stops and real time passenger information), upgraded vehicles and enhancements to service frequency. For rail, the policy continues the longstanding support for another new railway station at Hill Barton/Monkerton, improving St David’s station so that it provides a fitting arrival point for the city and widespread accessibility improvements to city stations. Working with partners, the City Council will support greater integration of transport modes, including bus, rail and shared mobility (such as car clubs and e-bike hire) through smart and integrated ticketing systems.

9.25 The spatial strategy has a key role in ensuring widespread use of public transport by focusing development close to existing services. Development must also provide the improvements needed to enhance our networks and improve transport choice. This will help us deliver on our net zero ambition, enhance health and wellbeing and improve accessibility for all communities.

STC4: Supporting public transport (Strategic policy)

The City Council will work with other authorities and stakeholders to support inclusive, direct, frequent, reliable and affordable public transport which runs throughout the day and into the evening

The City Council will support bus and coach provision through service, infrastructure and vehicle improvements:

a. On the Exeter Central corridor between Heavitree and the city centre;

b. On the Exeter Northern corridor between New North Road and the city centre;

c. On the Exeter Eastern corridor between Pinhoe Road and the city centre;

d. On the Exeter western corridor between Cowick Street and the city centre;

e. On Topsham Road, Alphington Road and Cowley Bridge Road;

f. On the local and national coach network;

g. On the park and ride network; and

h. Serving rail interchanges and Exeter Airport.

The City Council will support the enhancement of rail provision in the city by:

a. Safeguarding land for a railway station and associated enabling track and signalling infrastructure at Monkerton/Hill Barton;

b. Supporting continued delivery of the Devon Metro programme including service frequencies of at least every thirty minutes on rail lines into Exeter and every fifteen minutes between St David’s and Digby and Sowton Stations;

c. Supporting improved interchange facilities at St David’s Station;

d. Supporting accessibility and level access at all stations, particularly at St Thomas, Polsloe Bridge and St James Park; and

e. Supporting proposals for rail freight infrastructure.

The City Council will support multi-modal travel:

a. By enabling park and ride and park and change provision serving the key radial routes accessing the city where appropriate;

b. Through the promotion of high quality, multi-modal provision at a series of mobility hubs at key interchanges, in the city centre and at large scale developments to enable a seamless transition between modes; and

c. Through collaboration with partners on an integrated ticketing system for public transport and shared mobility.

Development proposals will be required to provide high quality and safe access to public transport.

Major development must:

a. Provide densities, layouts and design which allow the provision of prioritised, frequent, reliable and attractive public transport services to, and where relevant, within, the site.

Large scale development proposals of one hundred homes or more and major commercial development must:

a. Be located where high quality public transport is or can be provided through developer contributions;

b. Deliver appropriately located bus stops with raised kerbs for inclusive bus access, high quality shelters and real time information and, where appropriate, suitable routes for bus priority; and

c. Provide new local multi-modal transport hubs and interchanges making best use of existing bus, rail and walking and cycling routes.

Contributions will be sought towards new or improved public transport services and/or infrastructure in the city, appropriately phased to provide high quality travel options early in the development balanced with efficiently supporting the long term future of the service.

Supporting more sustainable forms of car use

9.26 Whilst active travel and public transport will be prioritised and will play a vital role in helping to support development, achieving net zero, increasing health and wellbeing and creating great places, new forms of car use will retain a role for some people and for some journeys. Policy STC5 explains how new and more sustainable forms of car use will be supported.

9.27 The Government has committed to the end of sales of new petrol and diesel cars by 2035, meaning the number and importance of electric vehicles will significantly increase over time. Alongside the decarbonisation of the electricity grid, this evolution will reduce carbon emissions, improve air quality and reduce the impact of car use in terms of noise. The provision of significant additional numbers of electric charging points and associated parking will therefore need to come forward quickly, including in new development. This will need to take place in accordance with Part S of the Building Regulations. This should be complemented by appropriate provision for loading and unloading of deliveries as required to support the growth and evolution of online shopping.

9.28 Car use will also be part of an increase in shared mobility, where transport is shared among users who pay to have access to transport on a flexible basis. This could include car clubs and car sharing schemes or be combined with other systems such as bike hire. Car clubs can be used for less frequent trips and to complement sustainable transport. Development will support such car use by providing the necessary infrastructure and parking provision for shared mobility.

9.29 The spatial strategy within the Exeter Plan, which focuses on strategic mixed use brownfield sites close to the city centre, the provision of local services close to where people live and increased support for sustainable travel means that low-car, and in some cases, no-car development will be supported where appropriate, particularly at the strategic mixed use brownfield allocations. Planning applications at these sites will need to address this potential and also consider the possible parking implications for the nearby streets through controlled parking regimes. Elsewhere, parking will need to be provided in accordance with the Sustainable Transport Supplementary Planning Document which provides indicative requirements.

STC5: Supporting more sustainable forms of car use

To manage the impact of car travel, development will be required to make specific provision for more sustainable forms of car use including for electric vehicles and shared mobility.

Parking for electric vehicles with private and publicly accessible electric charging points will be required by development in accordance with the current Buildings Regulations of the time. Parking for car club vehicles must be provided at accessible locations in all major developments. Parking for electric vehicles and car club vehicles should be prioritised over parking for privately owned petrol and diesel cars in terms of the amount and location and should allow for the growth in the use of these vehicles.

Electric charging points should not be located where they would have a negative impact on the safety and functionality of the highway including footways, residential amenity or heritage assets and their setting.

Specific provision must be made in major developments for loading, unloading and deliveries.

Car parking should be successfully integrated into the overall design of proposals by adopting suitable layouts that avoid vehicle dominated frontages, creating well designed street scenes and ensuring a high quality public realm that prioritises active travel.

Levels of car parking should be provided in accordance with the indicative standards in the adopted Sustainable Transport Supplementary Planning Document and any subsequent replacement. Levels of car parking and motorcycle parking should take account of:

a. The uses proposed;

b. The location of development;

c. The scale of development; and

d. Availability of, and/or potential to improve, active travel, public transport and shared mobility.

Car-free and low-car residential (including purpose built student accommodation and coliving), employment and commercial development will be supported in the city centre, at the strategic mixed use brownfield allocations and elsewhere when it is demonstrated to be acceptable by a Transport Statement/Transport Assessment and Travel Plan, where appropriate provision is made for high quality active travel, public transport and shared mobility and where there are currently, or are proposals for, controlled parking zones.

Contributions towards the establishment of controlled parking zones will be required from major development proposals with car-free and low-car schemes where they are not already in place.

Travel Plans

9.30 Travel Plans are long term management strategies for integrating proposals for sustainable travel into the planning process and new developments. People’s travel behaviours can be influenced by facilities at their place of work and home, particularly when they move house. The provision of information, opportunities and incentives to

use active travel, public transport and shared mobility, provided through a Travel Plan, can deliver significant increases in the use of these modes for comparatively low cost Policy STC6 sets out the requirements in relation to Travel Plans.

9.31 Travel Plans will usually be required at outline planning application stage through a planning condition and will be supported by developer contributions.

STC6: Travel Plans

All development proposals which generate significant transport impacts should be accompanied by a Travel Plan. The scope of the Travel Plan should be proportionate to the transport impact of the proposed development.

Travel Plans will identify how the development will minimise car travel through:

a. Development layout and the location of nearby facilities and services;

b. Infrastructure and facilities to support sustainable transport;

c. Multi-modal parking;

d. The provision of travel information;

e. Measures to incentivise the use of sustainable transport; and

f. Phasing, monitoring, reviewing and reporting of the Travel Plan measures.

Travel Plan measures should be included in an action plan and delivered by the developer or through financial contributions.

Safeguarding transport infrastructure

9.32 The NPPF states that planning policies should identify and protect, where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice and support large development. On this basis, Policy STC7 identifies land and structures which are needed to either facilitate sustainable transport or support the large development allocations in the Plan.

9.33 The delivery of the schemes which are listed in Policy STC7 will require significant partnership working between a number of organisations including the City Council, Devon County Council and Network Rail. The planning process will support these projects.

STC7: Safeguarding transport infrastructure (Strategic policy)

The following sites, routes and structures are safeguarded for retained, or future, transport infrastructure:

a. Land at Monkerton/Hill Barton on the Exeter to Exmouth branch line for a new railway station and associated access and uses;

b. Land to the west of the Great West Mainline, north of Exeter St David’s Station, for rail freight infrastructure and associated access;

c. An emergency access and egress route crossing the Exeter Ship canal and River Exe from the Water Lane allocation;

d. Railway arches and land at Tan Lane under the Great Western Mainline for access to the Water Lane allocation;

e. Underbridge of the Great Western Mainline for active travel access to Water Lane and Marsh Barton;

f. A railway arch under the Great Western Mainline on Alphington Road for improved pedestrian and cycle access;

g. The embankment under the Exmouth Branchline on Sidmouth Road for improved pedestrian and cycle access; and

h. The Exeter Ship Canal.

Land will also be required at Water Lane and in the Riverside Valley Park for an additional active travel crossing of the Exeter Ship Canal.

Development will not be supported where it would preclude the delivery of the transport infrastructure on the sites, routes and structures listed in this policy.

Motorway service area

9.34 The service area off Junction 30 of the M5 close to Sowton Industrial Estate is strategic infrastructure for the wider area and is important in supporting the function of the strategic road network. In recent times the services have been improved, including through the opening of a large scale electric charging station.

9.35 However, the service area does not have dedicated slip roads from the motorway which means that vehicles have to navigate the local highway network for access. This plays a role in increasing congestion on the local highway network, particularly in the summer months as a result of holiday traffic. This has implications for trips from Exeter’s large travel to work area, providing access to Sowton as a strategic employment area and can cause congestion backing into the city

9.36 If an alternative service area could be provided close to Exeter this would provide relief for the local highway network, providing significant benefits. As set out in Policy STC8, the City Council would support the provision of an alternative service area close to the city if a site could be delivered. This would require significant discussion and partnership work with Moto who run the services, Devon County Council, National Highways, East Devon District Council, Teignbridge District Council and Mid Devon District Council, whilst funding and securing the land needed would be significant challenges

9.37 The motorway services are not allocated for development however the site would be appropriate in principle for employment provision and therefore if an alternative motorway service area could be delivered the City Council would support employment development at the site of the current services.

STC8: Motorway service area (Strategic policy)

Subject to the provision of an appropriate replacement, the City Council supports the principle of redeveloping the motorway service area adjacent to Junction 30 on the M5, for employment uses. This would require collaboration between National Highways, Devon County Council and neighbouring local planning authorities.

Digital communications

9.38 Digital communications go hand in hand with transport provision; people increasingly access services, shopping and work online, reducing the need to travel. The Covid19 pandemic accelerated this evolution which means that fast and reliable digital communications infrastructure is increasingly vital to support our communities and businesses

9.39 The importance of a new approach to digital infrastructure provision is articulated through the United Kingdom’s Digital Strategy. This is taken forward at a city level by Policy STC9 which sets out a number of requirements for new development in order to drive better digital communications. Digital infrastructure will need to be planned into new developments from the start and viewed as an essential utility to ensure high quality, comprehensive connections. Open-access ducting will be provided to enable a variety of fibre companies to provide the high quality digital connectivity which communities need The City Council will work with digital providers to deliver on these aims and will be informed by the Greater Exeter Digital Connectivity Strategy

9.40 In making improvements to digital connectivity, it will be important to ensure that enhanced digital infrastructure is planned in a way which considers amenity and potential impacts on the natural and historic environments

STC9: Digital communications (Strategic policy)

To facilitate economic growth, achieve a net zero city by 2030 and improve accessibility for all, the City Council is committed to enabling a step-change in digital communications.

Development and infrastructure proposals that support the improvement of digital communications, including full fibre connectivity, digital exchanges and next generation mobile connectivity, will be supported when they would not have unacceptable impacts on the natural, built and historic environments

All new residential, employment and commercial development will:

a. Be required to have access to high speed digital infrastructure; and

b. Incorporate digital infrastructure as one of the essential utilities.

All major development will:

a. Incorporate digital infrastructure as one of the essential utilities, with routing and phasing planned comprehensively alongside the other utilities and identified within a utility connection plan;

b. Where an appropriate organisation for its management is in place, provide a network of open access ducting (open to all fibre providers) suitable for, and including, full fibre connections to each building on first occupation. Ducting must have capacity to accommodate multi-operator fibre connections to the premises to encourage competition and choice for consumers; and

c. Where appropriate management structures are in place, provide digital infrastructure ducting through a ‘dig once’ approach.

Development proposals of five hundred homes or more or five hectares of employment land or more will ensure resilience by providing at least two physically separate external connections points.

Chapter 9 Sustainable transport and communications

9. Sustainable transport and communications

Introduction